Train-controlling device.



em 0 9 1 7 2 am E F D E T N E T A P E G R E B N E D R A H C T. 7 00 W 31 8 an N TRAIN CONTROLLING DEVICE.

APPLIGATION FILED HAY29.1905.

2 BHETSSHEET 1,

i? luv (2 21 6011 @W 'i fJ ZmA No. 813,887. PATENTED FEB. 27, 1906. J.C. HARDBNBERGH.

TRAIN CONTROLLING DEVICE.

APPLIUATIGN mum KAYQB. 1905.

2 SHEETS-SHEET 2.

7 1 31: 11 e J fdg In 11 72 250 11 M, ewam TRAtN-CONTROLLING DEVICE.

Specification of Letters Patent. Patented Feb. 27. 1966.

t Apblicatiou filed May 29, 1905. Serial No. 252.710.

1' (1'- n'lmm H mm mum-rm l My trip rnnsists uf n spring-metal hat A,

Be it. knuwn that I, Join: t. liutntixhent intnashape n'esentinannpwarithuige 55 BERG", a eitizen of the lnitetl States, resitl- I amlhent-nmler le sv as t 1e appruximateiy .j, ing at (le\'ehintt, in theemmty uf (uyahnga elli )tiealerdiamnmnhape. (Shnwn in Figsi 5 anti Statettf-()llit), have invented a eertain atnl 2.) 'iliespring-lmrisprel'emhlyllat h ate: and useful lniprm'ement in flruin-(unlure bendingAt the base of its legs a are 7 tj'nlling Devices. 01' whit-h thefullnwing is a inwartlly-prnjerting feet a, by which it is se- 6o ht;i'li an-anil exaet tleseriptiun, referenee (lll'ttl tu a ilnte l1, whiehrest npnn and is being had In the aremnmmytng drawings. seenteil to theties t. Suitable sluts a in the, t 'lhe uhjeetuf thisim'entiun is In mvitle 11 feet a ail w the trip tn he adjusted in posi; 7 very pimple andell'eetive device in aptetl to V tiun. 'lhe tetnlenev 0f the springaction of ,heluratetl at tlesitieil pnint alung a railwaythe tripis tnrause it to assume the position 65 ,traek tn-autmnatieally signal theengineer nr shuwn in Fig. "3 me that uf the left-hand trip strip the.train. v t in Fig. 1. it; this {)Uxilinl! the trip pro'ects I My deviceis ennneeteil with a hluek-signal up smnewhat intu t ie path of the)ilnto the Qey'stem either in tltltlilit ll tn the semaphureslueunmtire. 'Ihe pilut l) preferalily carriesrpifasa-suhstitntefnrthein, lt isarrangeil tu an t he umler Sltit nt itspoint a )ltliQ d, in 70 'ilitll is jmtrnaletl a roller (1. his allowsthe pilut to pass easily are! the trip. thetri living therehy depressedand springin" hack 'ttlsilitltt after the pilnt has passe Beiiitnl thepilnt at shale suitable pninflm" 75 tii'Oe thrown to idle pnsitinn fromthe st naltmver whenever the signal is at safety. 2g Il'he v inventioneunsists in a very simple ,;.-:priiig-trip, hereinafter more fullyilesrrilietl, I '-\\,{il:itil isiueateti between the railsatttl isatlapbzs the ht'ake.

3 is a ruck-Shaft arranged with an arm an that {lethtustantl it! thepath at a lever tilt the let-nunitivewhieh uperates the signal utapplies (m'iperattng with the spltttgflttp nmt-u'e, whit-h the trippet-ates.

i into the lueunmtive is a ilepemling arm 12 whtch" is arranged taautmnatieally apply the brake, tit tnnperate a -\ignal in the eahantltuinitiate any nther nperatiuns whieh may he desired the spring mav hedrawn (town and held at This arm depends sutlieiently'su that the trig8o ,=itllt; pusittun wheneversafety"'is iniliraletl. when in itselevated pnsitinn is in its pat My trips are designed tn itt.[)lttt'(tllmth nt tllttl engages the arm as the hicmnutive passes theilmwer-simtalIlllll at the tttltlitttttll') 'siguver the trip. 'lhi:-- engagementswings the nail, tlllli lilt lever whieh' the trip. "pi-rates is arm Inapply the hrake urgivea signal.

also nntlertlteeunlrul ulthe engineer, an that 'lu. him the. trip innn-i'alive, I provide a 85 if the eautimuu'y signalapplies the brake the.melt-shaft l muitahly jnuraaled iarallel with engineet ran thrmrit nll',simply ttfltltlttg in the th s whieh earn the Hit. In its inner .the'.llesitahie slat'kening at speed. elnl this reek-shaft has a huu 'e'tlarmfiwlnch lnthe'tlrawings, l ie'ure I l b'il sitlt. eie't'atimt extendsllltfnttgil a shit in almr "Ede ending i i" a traek equippeti with myderive aml from the upper piate ut the trip. 'l M: gate? 90 ehnwing anappmaehing let-emotive. in ea of the rnek-shatt F is IIUVItlP d with it"this figure the wlnaphhres are turned at right. 'stntahle wank-arm f.lien thie crank- 4 angles tn their real puitiuns l'm emtvenienee arm Iis tntn'etl m the pruper direction, (it)- ltfllitttilt'lttitltt.'lhetrip nearest-the luenlnowart the right tn Figs. 1 and 2,) theiltmliflS tive corresponds to the einitiaaarv signal and swung tn tlrawihiwathe trip into .ltllO posi- 5 the'ene farther'izi aitxaneetherenltnillttllll1- "GIL (Shown at' the right-hand end of Fig. ger-signnl; theeautiunary trip being shown l.) The lmr a is;alutte l so that the tripas in attive pnsitiun atnl the danger-trip as may he riept'er-seil inthe nlut wtthunt:int/erinaetive, thetlanger-signal hein at safety.tel-mg with the huuh f. t will thus he ap- Fig. .3 is a perspeetive viewof the trip and its parent that a inn-e up )llttl to the (rank-amt toouperative rueleshal't assueiateil with a sigt mm draw the tr: i awn tutunlle pusttmn nal. Fig. 3 is a plan nl the track, shuwing a tllltllttiitl it there, w tile in the nhseneenf such )ilut. of an apn'unt'hittg lnemnutiye. Fig. -t artnm the trip statnlsietnly to engagethe. Isa hut-tum p an uf stteh pilut. Fig. 5 is a armt'lelanyapprmichtuglet-manure. lthi'apeetive view (if the air-valve anthe luee- 'lhe rennet-tum fi'unt the arm j'i which :05

rectly to the signal-tower, the trip taking the place of thrordinarysemaphore, or the semaphore may still be employed and the crankarm fsimply coupled to it, the same rod or wire operating them both. .This isthe installation shown in the drawings. In Fig. l, G represents thedistant or cautionary semaphore, and G the dangewsemaphore. In *ig. 2either semaphore is indicated by G. The blades of these semaphores maybe counterweighted to cause them to normallv stand at active position. Awire 9 may lead down ward therefrom to the crank f and from the samecrank a wire 9 may lead to the signaltower. This is simpl r illustrativeof any convenient coupling 0 the operative mechanism of the trip andsemaphore. When so cou led, whenever the sema hore is set at sa et thetrip is idle, an whenever the semap ore is active the trip is alsoactive.

In Fig. 5 the arm E on the locomotive, which enga es the trip, ismounted loosely on the shank o avalve-plug e. A ratchet-wheel e is ri idwith this shank, while a springpressed pawl e is secured to the arm E.By this means an actuation of the arm gives the valve-plug a partialrotation, and when the arm d'rops back the plu is left undisturbed. Thereturn movement 0 the arm being idle, the arm may be so arranged thatevery alternate movement of it opens the air-pipe to a ply the brakeor-operate a cab-signal. shown in the drawin s, there are eight teeth tothe ratchet e, and the plug e is arranged with four openings. When anyof these openings re ister with the corresponding 0 ening in t evalve-casin the brake is app ied or the signal operatei In the fourintermediate positions the pipe is closed. A suitable connection, as awire H, runs from the arm E up into the cab. When the arm E encountersthe cautionary tri it is moved thereby to em the pipe whic may apply thebrake. hen the engineer by sim Iy pulling on the wire I-I turns the pluganot er notch, which closes the pipe, releasing the brake or shuttingoi? the signal. By means of this cautionary trip the engineer isnotified to run under control, but is allowed to roceed without sto pinghis locomotive, w ich is a decidedly a vantageous feature, saving muchtime. If desired,'the valve-plug a may be so arran ed that at thecautionary oints it directs t e air to the engineersw istle, while atthe danger-points it applies the brake directly.

By my system no derailing-switchis necessaryat railroad-crossings, formy trip automatically stops the train. With my invention the engineermay feel absolutely safe in approaching a railroad crossing or switcheseven in a thick fog and at high speed.

I claim- 1. The combination of a spring-bar having a air ofsupporting-legs rigidly secured to rai road-ties, and means on thelocomotive adapted to engage the upper surface of said bar, and meansfor holding said bar down in idle position.

2. A springbar bent to present an upward bulge and inwardly-extendinglegs whereby the upper surface of the bar may be inclined upward infront of an approaching train or may be drawn down into idle positioncombined with a rock-shaft for drawing the bar into such idle position.

3. In a train-controlling device, the combination of a sprin -triplocated at the track and an arm on t e locomotive adapted to control anair-pipe, said arm being adapted to engage the upper surface of the triand be swung thereby and means for ben in the spring-trip downward outof the path 0 said arm.

4. In a train-controlling system, the combination of a spring-tripconsisting of a bar normally bulging upwardly and having supportin -feetapproachin each other, and a rock-s aft connected with said bar to drawit down to idle position, and an arm on thelocomotive adapted to engagethe upper surface of the bar.

5. A trip comprising a bar of spring metal bent to presentintermediately an upward bulge and having its two ends bent downwardlyand inwardly for feet, there being a downwardly-ilcpcnding member on theunder side of the intermediate part of the bar, and a rock-shaft engagin1 such member to draw the trip down into idle position.

6. Ina train-controlling device, the combination of a trip located atthe track and an arm on the locomotive adapted to control an air-pipe,said arm operatin to open the pi e on alternate actuations, am meansunder tlie control of the engineer for giving intermediate actuations tosaid arm.

7. In a train-controlling system, a springtrip consisting of a barnormally bulging u wardly and having Supporting feet approac 1- ing eachother, and a rock-shaft connected with said bar to bend it down to idleposition, combined with a semaphore and a common operating system forthe semaphore and trip.

In testimony whereof I hereunto aiiix my signature in the resence of twowitnesses.

JO HARDENBERGH.

Witnesses:

E. B. Guicnms'r, E. L. 'lnuus'ron.

